Recording and timing device for combustion engines



Jan. 10, 1928.

P. KREISEL RECORDING AND TIMING DEVICE FOR COMBUSTION ENGINES original Filed Jun s. 1925 4 sheets-sheet 1 N VEN'TOR WM A TTORNE Y Jan. 1o, 192s.' 1,655,615

D P. KRi-:lsEL

RECORDING AND TIMING DEVICE FOR COMBUSTION ENGINES Original Filed June 3, 1923 4 Sheets-'Sheet 2 IN VEN TOR E M/m/ m BY A TTORNE Y Jan. 10, 1928.

P. KREISEL RECORDING AND TIMING DEVICE FOR COMBUSTION ENGINES Original Filed June s, 19123 4 Sheets-Sheet 3 "In "lm". C)

Ill"H11 IN V EN TOR WM A TTORNE Y I Jan. 1o, -192s.

P. KREISEL RECORDING AND TIMING DEVICE FOR COMBUSTION ENGINES originar Filed June s. 192:5

4 sheets-sheet 4 ATTORNEY ,Patented Jan. 1o, v192e.

. PAUL KREISEL, OF NEWARK, NEW JERSEY.

izEooEnIEe AND mimmo DEVICE Eon coMnUs'rroN ENGINES.

Substitution for application Serial No. 643,899', filed June 3, 1923.

Serial No. 204,630.

This application is tiled as a substitute for V application Serial Na/13,899, filed June 3;

This invention relates to recording and 5 timing devices for combustion engines.

Its' prime object is to proylde an effective apparatus, by means of which not only the various amounts of pressure may be gaged and recorded, but which will simultaneously( indicate the exact moment of tiring within the cylinders of an engine, and indicate such moment upon a record taking element, and furthermore indicate the cycle periods of an engine, showing the respective relations between the periods of compression, igmtion and intake. i i' Apparatus known as indicators are generally used. There are also sofcalled spark gages, but neither of these devices can ei- 20' fectively give a completerecord of the working of an engine, making it impossible to time such engines exactly. i

Itis my endeavor to provide a devlce particularly useful for`manuiacturers of engines, for repair shops and individual experimenters, who require av true and com- -bined record of the eperationof an engine in order to successfully adjust the same for the .most effective operation.

I accomplish this result by' providing an j indicator element, which will not only mark the chart or diagram of the periods of compression, explosion, exhaust, and intake, but which will also mark the exact point of ig- `nition vupon a record taking element.

My indicator element in short is a conductive, easily adjustable device, which normally presses against .a non-conductive record taking element, which vlatter is support- 4o ed by a conductive frame.

grounded, while my recording element -is connected with the ignition system of the engine. Y At the moment of ignition a hole is pierced through the non-conductive record taking element by the spark jumping from' my recording element to the frame of the indicator. Thus an unmistakable mark will be impressed in the chart marked by my ino `dicator element.

The advantages and further objects of my The frame is This application led Jnly 9, 1927.

invention will be more readily understood from the following description of the accompanying drawings, which illustrate vari/ous designs of my recording timing device, but accomplishing the primarily desired effectsv L of indicating simultaneously the various periods of the cycle in a combustion engine, while at the same time marking the momentr of ignition.

In thev drawings, Figure 1 shows a simple construction of my device in side elevation, partially in section.

Figure 2 isa my device. j

Figure 3 is a partial bottom view thereof showing the arrangement of attachment of the recording sheet.

Figure 4 is a front elevation 'of a modilied form of my device, with a continuous record taking element.

Figure 5 is a top view thereof.

Figure 6 is another modified form of my device. l

F igureis a diagrammatical view of an enoine. v .Y i

Figure 8 shows a similar arrangement off'my device as shown in Figure 4, with some additional features.

Figure 9 is a detail cross sectional view through a \cylinder having its spark plug aperture at the side, andshowing an arrangement of attachment of my device.-

Figure 10.i s a cross sectional detail viewl of my recording element.

Figure,11is a record sheet showing a diagram.'

Figure 12 illustrates a piston rod 'arrangement for-'either one 'of the timing devices shown.

Figuresl 18 and` 14 illustrate modied forms of such piston rod arrangement.

Referring to the drawings, numeral 1 denotes a socket for any one of my devices, which is inserted into the aperture usually occupied by the spark plug of an engine. Y

inserted into the socket 1' there is a tubular memberjf, employed also in all of my designs. t Y

This tubular member 2 is provided with a longitudinal slot indicated at 3, and in thc tube is reeiprocatingly mounted a piston rod partial front elevation of 4, the end of which may be equippedheither ,provided with a set/screw 10. The head 9 is rdrilled and is adapted to accommodate' a support 11 having my recording element indicated at 12, which is identical for eac of .the modifications shown'.

4ars

Support 11 may be changed in its form and design for `accommodation in its a plication to either one othe modified orms shown'.l

The support illustrated in Figures 1 and 2 is equipped with an angular extension 13 provided with a rhomboidal frame 14 adapted to engage a" pin 15 connected with a reciprocating device 16, to whichis attached a record sheetsupport 17 The latter holds a non-conductive record sheetindicatedat 18,

which is rrnly held by spring controlled clips 19.

f The reciprocating member y16 is glidably attached to a bushing indicated at 2O and held in proper relation to tubular memberl 2, by means of a setscrew 21. Bushinr '20 possesses an extensionl which isdrilledlb bearings or guides for the pair of rods seen at the right side of Figure 2.l These rods are held atone oftheir ends in lugs provided at.

the rear of the reciprocating member and are fastened to those lugs by set screws shown in- Figure 1. Thus when pin 15 isv operated the rhomboidal frame 14, the two guide rods play back and forth in their bearings.

\Piston rod 4 inthis case is hollow, as shown at 22, providing a seat for expansion spring23, which is held within the tubular member 2 by means of cap 24'and lock nut 25.

The spring is adjusted to correspond with the compression within an engine cylinder, corresponding to about pounds which is the usual amount of compression in automo'- 'p bile engines. Arranged to which is attached a binding post 26 liaving a nut 27, by means ofwhich an electric conductor from theignit-ion system may be firmly attached. y f

The binding post is connected by means of a loose cable .28 to indicator element 12. The latter is shown in detail in Figure 10 attached to the indicator support 13, and insulated therefrom by beads 29 and 30.

" These beads are held together by a tubular screw. member 31, which is flanged at its outer end and is held in place by means of a thread 42 of reduced orizoni tally in two places' forming two horizontal below slot 3 is an insulator 26 nut 32, which latter. also holds a perforated connecting plate 33, to which cable 28 is attached. i

Adjacent to nut 32 there isa housing 34 of my indicator element, which ,ishollow as seen at 35 and adapted tol receive a' lead holder 36, which is broadened at37 and prevented from slipping out of tubular screw member31. v

In the head 37 fits .a threaded spindle 38 which is reduced to a pinlike extension 39 provided with a ball or handle 40. y

' The reduced .end 41. of housing .34 is rovided with an internal thread indicate at 42, registering with the thread oi spindle 38. Against head 37 ofthe lead holder 36, bears a spring 43 and pushes the lead holder constantly seen, this lead holder isslit at44 commodate a lead 45. When it is desiredto withdravaftbe lead 45 from the record sheet, spindle 38 is pulled outwards nby means of ball l40 and is then toward the. record slip. Aswill be so as to 8.o-,

turned so that it engages with'its thread, the

housing extension 41.

It will be proper to follow the operation of the device shown in Figures 1\, 2, and 3 as its function is basic to tied devices illustrated.v

My apparat-us is' attached bushing lto any engine head, instead of a spark lplug. When the compression withinthe cylinder reaches a suiicient degree, for instance one pound `'above thel atmospheric pressure, piston rod 4 is moved in an upward direct-ion, whereby indicator element 12 is also caused to move in an upward direction.'

Theframe 14 also moving in the same direction causes pin'l te travel in'right-hand direction as soonas th'e obtuse angle I of the rhomboidal frame has all the other mod imeans of' assed the pin, and Q causes to move thereby 't e entire support 16 of the non-conductive indicator sheet 18 until pin 15 is reached by point II of the frame 14.

Assuming that the upward motion of rod 4 was caused by the compression in the cylinder, the next downward stroke following the latter indicates the explosion period in the engine. v`

The frame 14 nowvpermits the sheet suport. 16 to remain in its last. assumed position until obtuse angle III has passed .pin 15. At this point, the pin is again deflected, and

V4therethrough the lentire support is caused t0 travel in left han/d direction.

The combination between `the upward travel of rod 14 and the reciprocating m'otion of support 16, causes the marking of a diaam shown plainly in Figure 2. In this gure is also shown the non-conductive recording sheet 18 which restsl against the conductive and grounded support 16, while indicator element 12 is supplied with current from the ignition devicefof the engine.

When the spark is advanced the ignition iso hand side is marked I have marked the recordingsheet (Figures 2 and 11) with a plurality of lines numbered at the right hand from 50 to 90, yindicating pounds of pressure, while the left C, at the uppermost line, and eachsuccessive line below is marked from one to live. This latter marking corresponds to the degreeof advance or retard of the spark relative to the compression of the fuel charge and consequently relative tothe position of the piston compared with its uppermost position within an engine cylinder. y

vReference is made to Figure 7,; Where'a diagrammatical view of an engine is shown having a crank aand a piston rod -r-, piston -pand a cylinder -c-.

The full line position of the crank, 'the piston rod and the piston shown in the diagram corresponds to a position vedegrees removed from its central -cposition which latter is indicated in dashed lines.`

It will be seen that the crank deviates from the central position to the amount of live degrees.

The advance or retard of the spark may be adjusted corresponding to the best results obtainable within any individual engine and consequently the degree of advance or retard may greatly vary.

In Figures 2 and 11, Ihave assumed, for simplicity sake, that the spark. will take place at a deviationof five degrees.`

As has been said before, the Sheet support 17 is grounded and the indicator element 12 is connectedvwith the ignition de-v vice of the engine, the latter having taken the place of the spark plug.

At the moment the ignition takes place, a spark jumps from the lead point 45 through the non-conductive record taking element 18 to the sheet support 17, thereby piercing the sheet 18 with an unmistakable marking of theexact moment of ignition.

Similar is the operation of ythe tiring instruments asshown in 'Figures 4 andv 5, where the record takingsheet 18 is in a form of which is attached to the support 16.

Roller 46 is held in" permanent contact with the sheet support by means of pivoted brackets 47 and spring 48.

Oppositely mounted to roller 46 is another stationary sheet recording -sheet 18 a strip, Wound about a roller 46,'

roller 49, preferably of resilient material, which is adapted to pull strip 18 in left hand direction during each downward movement of indicator velement 12.

, The movement of strip 18 is accomplished by means of a ratchet arrangement indicated at 50 and a pair of mitre gears 51.

The ratchet arrangement is operated through reciprocating rod 52, which -is glidably mounted in a plvotal bushing 53 to indicator element' support l1.

In this case the diagram marked upon sheet 18 is continuous and each vertical line indicates an upward-,stroke of the engine piston, while each oblique line indicates a downward stroke of the engine piston.

The sheet 18 is marked similarly to that explained before and thel point of ignition is marked also in the identical manner as in the aforementioned devices.

Another modified form is shown in F igure 6 where instead of indicator element support l1 andv 11,'toothed rod 54 is shown, Which cooperates with a ratchet arrangement placed in a housing indicated at 55 and' which is adapted to rotate a cylinder 56 upon which is mounted a recording sheet 18.

Each upward stroke is again marked by a l'vertical line, while each downward stroke is marked by an oblique line, and the ignition is marked in the same manner as in the previously described devices. v

In addition to any oneof these devices there may be attached an indicator arrangement recording the periodof intake within a combustion engine.

Such modified form Aof my device I have illustrated in Figure! 8 where againA the Y is shown being rolled upon a drum or cylinder 46 and being propelled by another ment of indicator element 12 and the ratchet operating mechanismy for theipropelling roller 49 is identical with that shown in F igure 4.

In Figure 8 there is shown a cylinder i11- dicated at 57 provided with a spark plug opening 58, into which is mounted bushing l of my timing device.

Instead of using a calibrated spring corresponding to the compression in the cylinder, and instead of using a piston at the end of rod 4, aspring propelled rodj 6 is employed adapted to -contact with the upper surface .of piston 5.9of the engine.

cylinder 49. The' arrange# Above the cylinder there `is shown a lever l 60 adapted 'to operate an intake valve 61. Connected 'to the lower arm of lever 60 is a hinge device lindicated at 62, connected by means of rod 63 to another ratchetarrangement` 64 adapted to engage the ratchet wheel operated roller 49. In Vthis arrangement the roller 49 is causedto move at different p eriods," due fto the operation of. the ratchet arrangement connected with glidable rod -52 and -at another time'idu'efto' the operation. of valve lever 60. l

HThe diagram shown on recording sheet 18.

-in this gure 'plainly illust-rates the'variaus periods of the cycle in the engine cylinder.

^ Referrin' to 'this diagram,

Athe upward stroke In'ar ed 65, "c'orresponds to fthe compression stroke offp'iston. 59.Y The oblique stroke 66 corresponds of piston 59. vThe stroke marked 67 marks 'the' exhaust period-'of the engine.

At the completion of this period,"intake valve 61 is to open and permit a new .charge of fuel'toenter the cylinder. Valve operating' lever 60 therefore moves in downvward direction, pressing uponvalve 61, andA t-akes with it the pivotal arrangement 62, thereby causing theA operating of ratchet 64Y *upon the-ratchet wheel of roller 49; `Thisoperation is indicated by the'line 68 of the Adiagram and is of very short duration. Line 68 continues into4 line 69, representing ton 59.

The cycle is repeated again with the com pression stroke -65. The marking/of the spark 1s accomplished in the same manner as' in the previouslydescribed devices andA I have markedone point showing an example of advanced ignition by circle A. and another circle B marking the retarded ignition. v

The operation of the various lever'constructions in Figure 8 may be explained as follows:

Rod 6 is provided with a pivotal bush ing 53 (see Fig. 4) in which slides -reciproeating rod 52 possessing at its enda pawl adapted tol engage a ratchet which .latter operates the mitre gears 51. When rod 5 moves in upward direction, rod 52 will swing with its bushing and glide therein withoutactuatiifg the ratchet. The latter slides upon the surface'of the ratchet wheels teeth. When rod 6 moves downwards, bush- Aing 53 will swing in o pposite direction and 60 is connected by meansof a hinged levers-with the same ratchet wheel,

-. downwards,

'cause rod 52 vto swing clockwise, which to engage and The valve lever plurality of motion, causes the ratchet operate the ratchet wheel.

"but has its individual ratchet adapted to,

engage theratchet wheel independently or'v the ratchet of rod 52. When lever 60' swings 'ratchetwheeL The teeth of the latter will glide over the ratchet-of lever 52. When lever 60 is swuno' ratchet ywill glide over the teeth of the ratchet wheel. r 2

'-'As will be scena-from the foregoing, this latest described apparatus, combines the to the explosion stroke the continuation of the intake stroke of pis' its ratchet will operate thein lupward direction, its

' indication ofv three1 oir-,ithe

cycle,. that is,4 the .compression penod, the

ignition, period;c and the, if take Iierixthf be- 4sides the explosion andexhaust ,periods,

. The. advantage ot suchlan ,arrangiamenti is Obviousfiis ,itt assures the exact nenreduatbn of the operationof, amengine y enables a ,very precise ad`pstment thereot.

":In Figurethereis shoivmavpartpf a modified .form of. my., device, fwhere pasfplan .rod 6 takes place of -the-pistolrrod-e," Nshown yand.-4 2.f Thisrxarrangement y is desirj'ableA enginx hayln in Figures -1 particular-l inclined apertures `fortheir spark plugs,

permitsapplication*of,y my ydev1cg, ,als, o to views of a modified a rrangemea lt v fory operating .piston rod L it will push pistonv from the engine piston-f lifting the weight 75.

vrod 4 upwardsthereby This weight may Sbe readi y adjusted to proper leverage so as to'correspond to the desired pressure ,within an engine..

A similar arrangement isshown'in Figures 13 and 14, where instead oi a roller arrangement a gear and rack design isillustrated.

Rod 4 72. off weight lever 73,

When pressure isapplied to piston rodi is provided-with teeth indicatedV at 77 adapted to be engaged by aI toothed Segment 78," which is pivoted at 79 andrigidly connected to 'a weight which is piv.

oted at 79 and rigidlyconnected arm 80.

. Upon to a weight weight arm. 80 there A is adjustably mounted a weight 81, which maybe adjusted to its vproperposition by a setscrew v82.

The geared segment .78 together with weight arm 80 is attached to tubular member 2 by means of a bracket 83.

The. operation of this vdevice need not be explained, as it is identicalto that explained inFigure 12.' v I. A'From the foregoingi ldescription of the"A various types, of my universal timing device,

it will be evident that I do not :lay particular stress on their constructlon, since-the prime object of my invention -consists of indicating not only the mam'cyeleI periods of anlengine,y

but also, and simultaneouslyY therewith, the moments of ignition and intake valve movement, which simultaneous recordings are the vital featur of my invention.

Therefore, while I have shown various r specific structures of my device, be it understood that still further improvements and changes may be made, without departing from the aforementioned particular principles of my idea, and I therefore reserve for myself the right-to make such changes and improvements inv my invention, for which I claim:

1. A timing dece for combustion engines having a non-conductive record taking element, a. conductive support for said element,

. a conductive record making elementinsnlated from said support, means causing said record making element to indicate the degree of compression, means for simultaneously operating said support together with said record makingA element for indicating the intake period, and means for causing said record making element to indicate the ing period, while the compression pressure and the intake period is being recorded.

2. In a recording gage for indicating the periods of compression, intake and ignition in a combustion engine, a conductive ndicator element comprising a conductive marking member adapted to bear against a nonconductive recording sheet and further adapted to 'convey electric current through said recording sheet, thus recording the moment of ignition.

Signed at New York, in the county of New York and State of New York, this th day of June, A. D. 1927.

PAULv KREISEL. 

